Shock-absorber.



P A. ANDERSON.

SHOCK ABSORBER.-

APFLICATION FILED OCT. 1. 1913.

Patented Jan. 23, 1917.

2 SHEETS-SHEET 1.

INVENTOR PEI? AUGUST ANDERSON WITNESSES $1 1 411% By fink/41w. W

A TTOR/VEYS Patented Jan. 23, 1917.

I 2 SHEETS-SHEET Z.

P. A. ANDERSON.

SHOCK ABSORBER.

APPLIICATION FILED OCT. 1, 19 I3. 1,213,139.

STATES PATENT orrron PER AUGUST ANDERSON, OF NEW YORK, N. Y.

SHOCK-ABSORBER.

Specification of Letters I'atent.

Patented Jan. es, rem.

Application f led October 1, 1913. Serial No. 792,743.

To all whom it may concern:

Be it known that I, PER Aoeos'r ANDER- son, a citizen of the United States, and resident of the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Shock-Absorbers, of which the following is a specification.

- My invention relates'to shock absorbers intendedfiirimarily for use in connection with motor driven and other vehicles and has for its object to provide an absorber of this char acter which may be readily combined with a vehicle and which will serve to 'efiectively neutralize or take up the eifects of any shocks, jolts or jars to which the vehicle may be subjected.

My improvement will be fully described hereinafter and the features of novelty will be pointed out in the appended claims.

Reference is to be had to the accompanying drawings which by way of example show my improvement applied to an automobile and in which Figure 1 is a sectional elevation of a portion thereon; Fig. 2 is a detail sectional view on the line 22 of Fig. 1; Fig. 3 is a detail plan view ;-Fig. 4 is a view similar to Fig. 1

of another form of my device; Fig. 5 is a detail plan view thereof similar to Fig. 3, and Fig. 6 is a sectional view on the line 6 6 of Fig. 4.

Referring more particularly to Figs. 1, 2 and 3 of the drawings, 10 represents a portion of the usual chassis or body of a motor vehicle to which the usual leaf spring 11 is attached in any customary or convenient manner. A saddle 12 rests upon theupper surface of said, spring 11 and may be rigidly A clamped inposition in any suitable way as by means of yokes 13 which extend about said spring and through the saddle 12 and have their free ends preferably screw-threaded to receive, nuts 14. The said saddle 12 is provided with a transversebearing 15for the accommodation of a bolt 16 which latter serves to pivotally connect the said saddle 12 with a lever frame 17. The one end of said lever frame 17 is pivotally connected at 18 with lugs 19 projecting upwardly from and preferably forming integral parts of a plate 20 rigidly secured to a sleeve 21 in anyisuitable manner as by means of bolts and nuts 22, it being understood that thesaid sleeve 21 may be constructed as an integral part of said plate 20 if this should be desired. At its opposite end the lever frame 17 is provided with spaced bearing members 23 which, when the parts are assembled, are located on opposite sides of the spring 11 and in vertical 'alinemen't with hearing members 24 forming part of the plate'20, the bearing members 24 being preferably located in a lower plane than the said plate 20. Coil springs 25 are located between said members '23 and 24 and have their opposite ends in enga ement therewith and preferably positione in recesses or the like formed on said members as clearly shown in Fig. 1. Bolts 26 extend lengthwise through said springs 25 and loosely through the members 23 and 24 and have-their opposite ends screw-threaded to receive nuts 27 and 28. The said bolts project somewhat below the members 24 and lengthwise through auxiliary coil springs 29 which bear with one end against the lower surfaces of the bearing members 24 and with their other ends against washers 30-carried by said bolts 26 and held in position thereon by the nuts-28. These auxiliary springs 29 are much lighter than the springs 25 and act as recoil absorbing springs in the manner to be more fully described hereinafter.

The sleeve 21 is located upon the axle 31 and serves to connect the said axle with the spring 11 and the vehicle body. through the medium of the shock absorbing device hereinbefore described. The axle 31 in the form beingdescribed is circular in cross-section as in the case of a driving axle and passes loosely through the sleeve 21, the wheels 32 being mounted on said axle in the usual manner. In order that transverse movement of the shock absorber relatively to the spring 11 may be prevented, I prefer to provide lugs 33 which project upwardly from the plate 20 at opposite sides of the spring shown in Fig. 2 also. assist in preventing such transverse movement and in some cases may be utilized alone as resilient means for neu= tralizing such transverse movement. In such case the lugs 33 might be omitted, if desired, v

to be rocked on the pivot 16 and the coil springs 25 in consequence compressed between the members 23 and 24. If the shock produced is a slight one the effects thereof will be entirely neutralized or absorbed by said springs 25 without having any appre ciable effect on the springs 11. If, however, the force of said shock is severe enough it will first affect the springs 25 and be partly absorbed thereby and will then affect the spring 11 and be completely neutralized. In either case as the springs 25 alone or said to their normal condition or rebound, the auxiliary springs 29 will be compressed and will prevent excess recoil or rebound of the parts or in other words will absorb the eii'ects of such rebound. The springs 11 and 25 and coiiperating elements are thus protected against severe strains due to excessive rebounding and at the same time the body of the vehicle travels very smoothly and without serious vibration, even over rough and uneven roads. The rocking movement of the lever frame 17 is limited as one or the other of the projections 34 comes into engagement with the saddie 12 so that excessive vibration of these parts is obviated. During the operations above described the plate 20 and its connected parts is free to oscillate upon the axle 31 within certain limits, the pivotal connection 16 between the saddle 12 me 17 is connected the main spring 1;. in the first form 'ze axis is oi. u of circuiar and with axial openshape, so that e1; axie 31 @ifil peraticn of this .ay be the same and 3. absorher shown er the u ..*oxi-- .s 17 a d iiiii;

springs together with the spring 11 return destructive,

BEST AVAILABLE (3055 of the spring 11, instead of to the fr'ont or rear thereof as is the case with many ex1sting types of shock absorbers. The strains or stresses produced by shocks are thus evenly distributed along said springs 11 and in consequence the maximum resiliency and absorbing action of said spring is always obtained with a minimum of strain therein when the force exerted by said shocks is sufficient to etfect said springs 11. In the same way by having the pivotal connection 18 and the axial median line of the springs 25 located substantially equidistant from the axle 31 or 31*, a maximum neutralizing action is assured in the springs 25 and the entire device is evenly balanced. In addition to this by connecting the axle with the upper surface of the spring 11 through the medium of the lever frames 17 and 17 the distance between said axle and the body of the vehicle is not materially increased and remains substantially the same as when the springs 11 are directly connected with said axle and the shock absorber is omitted. In other words the body is not raised as is the case in many existing constructions and the center of gravity is maintained at a desirable low. point, thus making it possible to introduce my improvement into constructions of known reliability without interfering with the stability thereof.

With my improvement the effects of the continually recurring small shocks insuiiicient to affect the main springs 11 are com'pl iy neutralized and absorbed so that the sensitive parts of the vehicle are protected against excessive and injurious vibration.

Various changes in the forms shown and described may be made within thescope of the claims without departing from the spirit of my invention.

I claim:

1. The combination of a vehicle leaf spring, an axla'and resilieit shock absent) ing means connecting said axle with per surface of said leaf spring e: across the opposite edges of saidhwhereby train. :so rocking oi the 12' nuance trally beneath said leaf spring, a member connected with the u per surface of said leaf spring and locate approximately midway between the ends thereof, a member carried by said axle and having its one end portion pivotally connected with one end of said first named member at a point above saidleaf spring and shock absorbing springs located on opposite sides of said leaf spring and between the opposite ends of said two members.

4. The combination of a vehicle leaf spring, an axle, a device rigidly connected with the ,upper surface of said leaf spring, a member carried by said axle and having its one end portion pivotally connected with one end of said device and shock absorbing springs located between the opposite endsof said device and said member and extending across the opposite edges of said leaf spring whereby transverse rocking of the latter is arrested.

5. The combination of a vehicle leaf spring, an axle, resilient shock absorbing means connecting said axle with the upper surface of said leaf spring and extending across an edge of said leaf spring whereby a transverse rocking of the latter is arrested, and recoil absorbmg means" connected with said shock absorbing means whereby the rebound thereof is neutralized.

6. The combination of a vehicle leaf spring, an axle, a device carried by said leaf spring, a member carried by said axle and having its one end portion pivotally con nected with one end of said device, shock absorbing springs located between the opposite ends of said device and said member; and extending across the opposite edges of said leaf spring whereby transverse rockin of the latter is arrested, and recoil absor ing' springs located below said member whereby a spring, an axle, a device carried by said leaf spring, a member carried by said axle and having its one endportion pivotally connected with one end of said device, shock absorbing springs located between the opposite end of said device and said member, and lugs projecting upwardly from said member on opposite sides of said leaf spring whereby lateral displacement thereof in opposite directions is prevented.

In testimony whereof, I have hereunto set my hand in the presence of two subscribing witnesses.

I PER AUGUST ANDERSON. Witnesses JOHN A. KEHLENBECK, HENRY RUHL. 

